WO2020144792A1 - 舶用電源システム、これを備えた船舶、及び舶用電源システムの制御方法並びに舶用電源システムの制御プログラム - Google Patents
舶用電源システム、これを備えた船舶、及び舶用電源システムの制御方法並びに舶用電源システムの制御プログラム Download PDFInfo
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- WO2020144792A1 WO2020144792A1 PCT/JP2019/000456 JP2019000456W WO2020144792A1 WO 2020144792 A1 WO2020144792 A1 WO 2020144792A1 JP 2019000456 W JP2019000456 W JP 2019000456W WO 2020144792 A1 WO2020144792 A1 WO 2020144792A1
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- Prior art keywords
- diesel generator
- secondary battery
- power supply
- supply system
- power
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/20—Use of propulsion power plant or units on vessels the vessels being powered by combinations of different types of propulsion units
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63J—AUXILIARIES ON VESSELS
- B63J3/00—Driving of auxiliaries
- B63J3/04—Driving of auxiliaries from power plant other than propulsion power plant
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J3/00—Circuit arrangements for ac mains or ac distribution networks
- H02J3/12—Circuit arrangements for ac mains or ac distribution networks for adjusting voltage in ac networks by changing a characteristic of the network load
- H02J3/14—Circuit arrangements for ac mains or ac distribution networks for adjusting voltage in ac networks by changing a characteristic of the network load by switching loads on to, or off from, network, e.g. progressively balanced loading
- H02J3/144—Demand-response operation of the power transmission or distribution network
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J3/00—Circuit arrangements for ac mains or ac distribution networks
- H02J3/28—Arrangements for balancing of the load in a network by storage of energy
- H02J3/32—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63J—AUXILIARIES ON VESSELS
- B63J3/00—Driving of auxiliaries
- B63J2003/001—Driving of auxiliaries characterised by type of power supply, or power transmission, e.g. by using electric power or steam
- B63J2003/002—Driving of auxiliaries characterised by type of power supply, or power transmission, e.g. by using electric power or steam by using electric power
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J2300/00—Systems for supplying or distributing electric power characterised by decentralized, dispersed, or local generation
- H02J2300/10—The dispersed energy generation being of fossil origin, e.g. diesel generators
Definitions
- the present invention relates to a ship power supply system, a ship equipped with the ship power supply system, a ship power supply system control method, and a ship power supply system control program.
- Patent Document 1 discloses that electric power generated by a power turbine is stored and that the stored electric power is used when the load on the ship increases.
- Patent Document 2 discloses that the electric power generated by a generator coaxial with a supercharger provided in a ship is stored, and the stored power is used when the load on the ship is increased.
- Patent Document 3 discloses an organic Rankine cycle system that generates electricity using an organic heat medium that exchanges heat with jacket water that has cooled a main engine for propulsion as a heat source.
- diesel power generation that is used at the time of an emergency stop is that the onboard load is covered by electric power generated by a generator provided coaxially with a supercharger provided on the ship and a part of the electric power is stored in a secondary battery. It is disclosed that power is supplied from a secondary battery before the facility starts power generation.
- the diesel generator is an emergency generator provided for generating power when the main engine is stopped.
- the load factor of the diesel generator is not examined, so that there is a problem that the fuel efficiency of the diesel generator is poor in some cases. Even if the invention disclosed in Patent Document 3 is applied to the inventions disclosed in Patent Documents 1, 2 and 4, there are similar problems.
- the present disclosure has been made in view of such circumstances, and includes a diesel generator, an organic Rankine cycle system, and a marine power supply system that operates a diesel generator under high load, and a ship including the same, which includes a secondary battery.
- Another object of the present invention is to provide a ship power supply system control method and a ship power supply system control program.
- a marine power supply system includes a diesel generator that generates electric power, an organic Rankine cycle system that generates electric power by using an organic heat medium as a heat source, a secondary battery, and a control device.
- the apparatus is a marine power supply system that controls the diesel power generator, the organic Rankine cycle system, and the secondary battery so as to cover the onboard power demand, and the diesel power generator is for the average onboard power demand.
- the load factor is 60% or more and 90% or less
- the control device supplies the excess power to the secondary battery when the onboard demand power does not exceed the total output of the diesel generator and the organic Rankine cycle system.
- the control is performed so as to charge the battery, and the control is performed so as to discharge the electric power stored in the secondary battery when the onboard demand power exceeds the total output of the diesel generator and the organic Rankine cycle system.
- a diesel generator that generates power an organic Rankine cycle system that generates power using an organic heat medium as a heat source, a secondary battery, and a control device
- the control device is the diesel generator.
- a marine power supply system that performs control so as to cover onboard power demand by combining the organic Rankine cycle system and the secondary battery, wherein the diesel generator has a load factor of 60% or more with respect to an average onboard power demand. 90% or less, the control device performs control to charge the secondary battery with surplus power when the onboard demand power does not exceed the total output of the diesel generator and the organic Rankine cycle system.
- the capacity of the diesel generator can be reduced, that is, the low-capacity diesel generator can be used, so the introduction cost can be reduced. ..
- a marine power supply system includes a diesel generator that generates electric power, an organic Rankine cycle system that generates electric power by using an organic heat medium as a heat source, a secondary battery, and a control device.
- the device is a marine power supply system that controls the diesel generator, the organic Rankine cycle system, and the secondary battery so as to cover the on-board demand power, and the diesel generator is more than a main diesel generator. It is a generator with a small output, and the control device controls to charge the secondary battery with surplus power when the onboard demand power does not exceed the total output of the diesel generator and the organic Rankine cycle system. Then, when the onboard demand power exceeds the total output of the diesel generator and the organic Rankine cycle system, control is performed to discharge the power stored in the secondary battery.
- a diesel generator that generates power, an organic Rankine cycle system that generates power using an organic heat medium as a heat source, a secondary battery, and a control device are provided, and the control device is the diesel generator.
- the control device performs control to charge the secondary battery with surplus power when the onboard power demand does not exceed the total output of the diesel generator and the organic Rankine cycle system, and the onboard power demand Is controlled to discharge the electric power stored in the secondary battery when the total output exceeds the total output of the diesel generator and the organic Rankine cycle system.
- the onboard demand power can be covered by a generator having a smaller output than the main diesel generator without using the main diesel generator.
- the diesel generator can have low fuel consumption by operating in a high load range.
- the main diesel generator When the main diesel generator is used to supply the onboard power demand, if the onboard power demand is low relative to the capacity of the main diesel generator, the main diesel generator will operate in a low load range, resulting in poor fuel efficiency.
- a secondary battery may be provided to supply power for a short time when a power failure occurs, and to smooth the load on the main diesel generator for the purpose of improving efficiency and simplifying control of the main diesel generator. Conceivable.
- the charge and discharge efficiency of the secondary battery is poor, and simply installing the secondary battery will offset the improvement in efficiency of the main diesel generator with the loss during charge and discharge of the secondary battery, thus improving fuel efficiency. thin.
- the capacity of the diesel generator can be reduced. Since a low-capacity diesel generator can be used, the introduction cost can be reduced.
- the rechargeable battery is charged during normal voyage, and a sudden load increase such as the start of a bow thruster at the time of departure is covered by the rechargeable battery discharge. This makes it possible to prevent the generation of graphite in the diesel generator, especially in the port area.
- control device may control the outputs of the diesel generator and the organic Rankine cycle system to be constant.
- the control device constantly controls the outputs of the diesel generator and the organic Rankine cycle system.
- the control device does not require complicated control.
- the output of the diesel generator can be set to a predetermined value that allows high load operation. The load fluctuation is handled by charging/discharging the secondary battery.
- control device may perform control to switch the start/stop of the diesel generator according to an increase/decrease in power demand on board.
- the control device controls to switch the start/stop of the diesel generator according to the increase/decrease in the power demand on the ship.
- the diesel generator is operated only when the diesel generator is under high load operation, so that the fuel efficiency of the diesel generator can be suppressed.
- the organic Rankine cycle system and the secondary battery will cover the power demand onboard.
- a ship according to the third aspect of the present disclosure includes the above-described ship power supply system.
- a control method for a marine power supply system is a control method for a marine power supply system, which performs control so as to cover onboard power demand by combining a diesel generator, an organic Rankine cycle system, and a secondary battery. Controlling the load factor of the diesel generator to be 60% or more and 90% or less with respect to the average onboard power demand, and the onboard power demand does not exceed the total output of the diesel generator and the organic Rankine cycle system. In this case, a step of controlling the secondary battery to be charged with surplus power, and when the onboard demand power exceeds the total output of the diesel generator and the organic Rankine cycle system, the secondary battery Controlling the stored electric power to be discharged.
- a control program for a marine power supply system is a control program for a marine power supply system that performs control so as to cover onboard power demand by combining a diesel generator, an organic Rankine cycle system, and a secondary battery. Controlling the load factor of the diesel generator to be not less than 60% and not more than 90% with respect to the average onboard power demand, and the onboard power demand does not exceed the total output of the diesel generator and the organic Rankine cycle system. In this case, a step of controlling the secondary battery to be charged with surplus power, and when the onboard demand power exceeds the total output of the diesel generator and the organic Rankine cycle system, the secondary battery Controlling to discharge the stored electric power.
- the fuel efficiency of the diesel generator can be reduced.
- FIG. 1 shows a schematic configuration of a marine power supply system using a main diesel generator.
- a marine power supply system 1 using a main diesel generator includes a main diesel generators 11a and 11b, a diesel generator 10, a propulsion main engine 3, and an ORC system (Organic Rankine Cycle System).
- a cycle system) 2 and a secondary battery 20 are provided as main components.
- the main diesel generators 11a and 11b generate electric power to cover the on-board demand power. Normally, one main diesel generator 11 is constantly operating, and only two main diesel generators 11 are operated with equal load only when the demand power onboard the ship is high. In addition, the load follows changes in the demand power on board.
- the diesel generator 10 is a diesel generator that has a smaller output than the main diesel generator 11, and is used as a generator for mooring, for example.
- FIG. 2 shows a schematic configuration of the ORC system according to this embodiment.
- the ORC system 2 is a system that generates electricity using an organic heat medium as a heat source.
- the jacket cooling water and the organic heat medium are heat-exchanged to generate electricity using the organic heat medium as a heat source.
- the ORC system 2 has an organic fluid circulation flow path 2a, an evaporator 2b, a power turbine 2c, a generator 2d, a condenser 2e, and a circulation pump 2f.
- the organic fluid circulation passage 2a is a passage for circulating an organic fluid (working fluid; organic heat medium) that is heat-exchanged with the jacket cooling water in the propulsion main engine 3 circulating in the cooling water circulation passage 6.
- a fluid having a boiling point lower than that of water is used as the organic fluid. Therefore, the organic fluid circulating in the organic fluid circulation channel 2a is evaporated by exchanging heat with the high-temperature cooling water (for example, about 85° C.).
- the organic fluid having a lower boiling point than water low molecular hydrocarbons such as isopentane, butane and propane, and refrigerants such as R134a and R245fa can be used.
- the evaporator 2b is a device for evaporating the organic fluid by exchanging heat between the jacket cooling water in the propulsion main engine 3 flowing through the cooling water circulation passage 6 and the organic fluid.
- the evaporator 2b evaporates the organic fluid flowing from the circulation pump 2f through the organic fluid circulation flow path 2a and supplies the evaporated organic fluid to the power turbine 2c.
- the power turbine 2c is a device that is rotated by the vapor-phase organic fluid evaporated by the evaporator 2b.
- the power turbine 2c has a rotor shaft (not shown) connected to the generator 2d, and transmits the rotational power of the rotor shaft to the generator 2d.
- the organic fluid that has worked to give the rotational power to the power turbine 2c is discharged from the power turbine 2c and then supplied to the condenser 2e.
- the generator 2d is a device that generates electric power by the rotational power of the rotor shaft transmitted from the power turbine 2c.
- the electric power generated by the generator 2d is supplied to each part of the ship on which the marine power supply system 1 of the present embodiment is mounted in order to cover the demand power onboard the ship.
- the condenser 2e is a device that cools the organic fluid discharged from the power turbine 2c with seawater and condenses the vapor-phase organic fluid into a liquid-phase organic fluid.
- the liquid-phase organic fluid condensed by the condenser 2e is supplied to the circulation pump 2f via the organic fluid circulation channel 2a.
- the circulation pump 2f is a device that pressure-feeds the liquid-phase organic fluid supplied from the condenser 2e through the organic fluid circulation flow path 2a to the evaporator 2b.
- the circulation pump 2f pumps the organic fluid under pressure, the organic fluid circulates on the organic fluid circulation passage 2a in the order of the evaporator 2b, the power turbine 2c, and the condenser 2e.
- the discharge amount by which the circulation pump 2f discharges the organic fluid is controlled by the controller 9.
- the main propulsion engine 3 is a main engine (main engine) that generates propulsive force of the ship, and is an internal combustion engine that burns at least one of fuel oil and fuel gas as main fuel together with scavenging air. It is an institution.
- the propulsion main engine 3 of FIG. 1 is provided with the shaft generator 31, but the shaft generator 31 may not be installed, and its output is not included in the study of the present disclosure.
- the propulsion main engine 3 has a water jacket (not shown) that is a passage through which cooling water flows outside the engine cylinder.
- the propulsion main engine 3 guides the cooling water flowing from the cooling water inlet to the water jacket to cool the periphery of the water jacket, and discharges the cooling water from the cooling water outlet to the cooling water circulation passage 6.
- the cooling water that has cooled the propulsion main engine 3 flows in from the cooling water circulation passage 6 and is heat-exchanged with the organic fluid that passes through the evaporator 2b and circulates in the organic fluid circulation passage 2a. Supplied to.
- the secondary battery 20 is installed for the purpose of responding to a sudden change in the power demand on the ship or for the purpose of supplying power for a short time when a power failure occurs. In addition to this, it is also used to level the load fluctuation of the main diesel generator 11. As a result, the efficiency of the main diesel generator 11 is improved, and the fuel consumption improving effect is expected.
- the secondary battery 20 is a lithium ion battery, a lead battery, a nickel hydrogen battery, or the like, and is not particularly limited, but a lithium ion battery is preferably used because of its high output density and energy density.
- the capacity of the secondary battery 20 of the present embodiment is 100 kw.
- the secondary battery 20 is supposed to be charged from the ORC system 2, but the present invention is not limited to this, and may be charged from another device depending on the operating conditions. For example, when the ORC system 2 is stopped, or when the exhaust heat is small, charging from another device such as the diesel generator 10 may be performed.
- the control device 9 controls the main diesel generator 11, the diesel generator 10, the ORC system 2, and the secondary battery 20.
- the control device 9 includes, for example, a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and a computer-readable storage medium.
- a series of processes for realizing various functions is stored in a storage medium or the like in the form of a program as an example, and the CPU reads the program into a RAM or the like to execute information processing/arithmetic processing.
- the program is installed in a ROM or other storage medium in advance, provided in a state of being stored in a computer-readable storage medium, or delivered via wired or wireless communication means. Etc. may be applied.
- the computer-readable storage medium is a magnetic disk, a magneto-optical disk, a CD-ROM, a DVD-ROM, a semiconductor memory, or the like.
- the main diesel generator 11 In the conventional system, only the main diesel generator 11 is provided as a device for generating power, and the fluctuation of the on-board demand power is dealt with by adjusting the load of the main diesel generator 11. Therefore, the main diesel generator 11 having a capacity corresponding to the fluctuation of the power demand on the ship was provided.
- the main diesel generator 11 is a diesel generator having a large capacity in order to cover the demand power onboard the ship by itself.
- the main diesel generators 11 are each assumed to be, for example, a 680 kW diesel generator.
- the marine power supply system 1 of the present embodiment additionally installs the ORC system 2 and the secondary battery 20 without replacing the main diesel generator 11.
- the marine power supply system 1 uses the ORC system 2 and the secondary battery 20 to supply power for a short time when a power failure occurs, improve the efficiency of the main diesel generator 11, and simplify the control of the main diesel generator 11. Smoothing the load of.
- the main diesel generator 11 will have a low load.
- the battery 20 absorbs the load fluctuation of the main diesel generator 11, that is, the load is smoothed. As a result, the main diesel generator 11 is constantly operated with a low load.
- FIG. 3 is a graph showing the fuel consumption with respect to the output of the diesel generator.
- the vertical axis represents the fuel consumption of the diesel generator and the horizontal axis represents the output of the diesel generator.
- the diesel generator has good fuel efficiency under high load. In particular, fuel efficiency is considered to be good when the load factor is 60% or more and 90% or less. Therefore, when the main diesel generator 11 has a low load, the fuel efficiency becomes poor.
- FIG. 4 is a graph showing changes in the electric power, the fuel consumption rate, the fuel consumption integrated value, and the secondary battery charge amount when the configuration of FIG. 1 is used.
- Each horizontal axis of FIG. 4 is time, the vertical axis of FIG. 4(a) is electric power, the vertical axis of FIG. 4(b) is the fuel consumption rate, and the vertical axis of FIG. 4(c) is the integrated fuel consumption amount.
- the vertical axis of 4(d) is the secondary battery charge amount.
- the thick solid line indicates the total electric power, which is equal to the onboard power demand.
- the dotted line indicates the electric power of the main diesel generator 11a
- the one-dot chain line indicates the electric power of the main diesel generator 11b
- the two-dot chain line indicates the output of the ORC system 2
- the solid line indicates the output (charge/discharge) of the secondary battery 20.
- the dotted line shows the fuel consumption rate of the main diesel generator 11a.
- the solid line indicates the total fuel consumption of the main diesel generator 11 and the alternate long and short dash line indicates the fuel consumption of the main diesel generator 11b.
- the solid line shows the charge amount of the secondary battery 20.
- the inboard demand electric power indicated by the thick line is required between the time ts and the time te in FIG. 4A.
- the capacity of the main diesel generator 11 is 680 kW, and the output of the ORC system 2 is 100 kW. Since only one main diesel generator 11 is in operation for the onboard power demand, the main diesel generator 11b is stopped and the output is 0 from time ts to te as shown by the one-dot chain line in FIG. 4(a). Is.
- the main diesel generator 11a and the ORC system 2 are operated at a constant output as indicated by the dotted line and the chain double-dashed line in FIG. 4(a). From the graph of FIG.
- the average onboard power demand is 242 kW and the maximum onboard power demand is 820 kW.
- the ORC system 2 is operated at a constant output of 100 kW
- the main diesel generator 11a is operated at a constant output of 148 kW in which a value obtained by subtracting the output of the ORC system 2 from the average onboard power demand has a margin value. Shall be.
- the onboard power demand can be covered only by the total output of the main diesel generator 11a and the ORC system 2.
- the secondary battery 20 has a negative value as shown by the solid line in FIG. 4A, which indicates charging.
- the secondary battery 20 is charged with surplus power by the ORC system 2.
- the main diesel generator 11a operates with a load of 148 kW for a capacity of 680 kW, so the load factor is 22%.
- the load factor is such that the charge amount of the secondary battery 20 at time ts is restored to the initial value of the charge amount at time te.
- the fuel consumption rate of the main diesel generator 11a is almost constant ⁇ g/kWh ( ⁇ is 260, for example).
- the fuel consumption of the generator 11a is shown.
- the integrated value of fuel consumption of the main diesel generator 11a rises with time and becomes about 51 kg at time te.
- the load factor of the main diesel generator 11a is determined so that when the charge amount at time ts is 70 kWh, the initial value is restored to 70 kWh at time te.
- the charge amount of the secondary battery 20 increases because the ORC system 2 charges the charge. Since the discharge starts at the time t1, the charge amount of the secondary battery 20 decreases, but when the discharge is not necessary and the charge is started again from the ORC system 2, the charge amount of the secondary battery 20 increases, and at the time te. As a result, the charge amount is restored to the initial value of 70 kWh.
- the diesel generator 10 having a smaller output than the main diesel generator 11 is used as the main generator. If the diesel generator 10 alone cannot cover the maximum onboard power demand, the ORC system 2 and the secondary battery 20 are used in combination.
- FIG. 5 shows a schematic configuration of the marine power supply system according to this embodiment.
- the configuration of the present embodiment is almost the same as the configuration shown in FIG. 1, but instead of the main diesel generator 11, the diesel generator 10 is used as the main generator.
- FIG. 6 is a graph showing changes in the electric power, the fuel consumption rate, the fuel consumption integrated value, and the secondary battery charge amount when the marine power supply system according to the present embodiment is used.
- Each horizontal axis of FIG. 6 is time, the vertical axis of FIG. 6(a) is electric power, the vertical axis of FIG. 6(b) is the fuel consumption rate, and the vertical axis of FIG. 6(c) is the fuel consumption integrated value.
- the vertical axis of 6(d) is the secondary battery charge amount.
- the thick solid line indicates the total electric power, which is equal to the onboard power demand. Further, the dotted line shows the electric power of the diesel generator 10, the one-dot chain line shows the electric power of the main diesel generator 11, the two-dot chain line shows the output of the ORC system 2, and the solid line shows the output (charge/discharge) of the secondary battery 20. In FIG. 6B, the dotted line shows the fuel consumption rate of the diesel generator 10. In FIG. 6C, the solid line indicates the total fuel consumption of the diesel generator 10 and the main diesel generator 11, and the dashed-dotted line indicates the fuel consumption of the main diesel generator 11. In FIG. 6D, the solid line shows the charge amount of the secondary battery 20.
- the inboard power demand indicated by the thick line is required.
- the capacity of the diesel generator 10 is 240 kW, and the output of the ORC system 2 is 100 kW. Since the diesel generator 10 is operated as the main generator with respect to the onboard power demand, the main diesel generator 11 is stopped, and the output is 0 from time ts to te as shown by the alternate long and short dash line in FIG. Is.
- the diesel generator 10 and the ORC system 2 are operated at a constant output as indicated by the dotted line and the chain double-dashed line in FIG. From the graph of FIG. 6A, the average onboard power demand is 242 kW and the maximum onboard power demand is 820 kW.
- the control device 9 uses a constant output of 148 kW, which is a constant output of 148 kW in which a value obtained by subtracting the output of the ORC system 2 from the average onboard power demand has a margin value. It is assumed that control is performed so that 10 is operated.
- the secondary battery 20 takes a negative value as shown by the solid line in FIG. 6A, which indicates charging.
- the secondary battery 20 is charged with surplus power by the ORC system 2.
- the diesel generator 10 operates at a load of 148 kW with a capacity of 240 kW, so its load factor is 61%.
- the load factor is such that the charge amount of the secondary battery 20 at time ts is restored to the initial value of the charge amount at time te.
- the fuel efficiency of the diesel generator 10 is approximately constant ⁇ g/kWh ( ⁇ is 220, for example).
- the total fuel consumption of the diesel generator 10 and the main diesel generator 11 indicates the fuel consumption of the diesel generator 10 because only the diesel generator 10 is operating.
- the integrated value of fuel consumption of the diesel generator 10 rises with time and becomes about 43 kg at time te.
- the load factor of the diesel generator 10 is determined so that when the charge amount at the time ts is 70 kWh, the initial value is restored to 70 kWh at the time te.
- the charge amount of the secondary battery 20 increases because the ORC system 2 charges the charge. Since the discharge starts at time t1, the charge amount of the secondary battery 20 decreases.
- time t2 when discharging is no longer necessary and charging is started again from the ORC system 2, the charge amount of the secondary battery 20 increases, and at time te, the charge amount is restored to the initial value of 70 kWh.
- the controller 9 controls the diesel generator 10 to operate at a load factor of 60 to 90%, which is considered to have a high load factor and good fuel efficiency. It is possible to perform fuel-efficient operation, and it is possible to reduce the integrated value of fuel consumption by about 15% as compared with the case where the main diesel generator 11 is used.
- the control is performed by the control device 9.
- the control device 9 controls the ORC system 2 and controls the charging/discharging of the secondary battery 20.
- one inverter is required for each inverter.
- the number of inverters can be one.
- the ship power supply system As described above, the ship power supply system according to the present embodiment, the ship provided with the ship power supply system, the ship power supply system control method, and the ship power supply system control program have the following effects.
- the diesel generator 10 for generating power the ORC system 2 for generating power using an organic heat medium as a heat source, the secondary battery 20, and the control device 9 are provided.
- the control device 9 controls so that the secondary battery 20 is charged with the surplus power when the onboard demand power does not exceed the total output of the diesel generator 10 and the ORC system 2, and the onboard demand power Is controlled to discharge the electric power stored in the secondary battery 20 when the total output of the diesel generator 10 and the ORC system 2 is exceeded, the main diesel generator 11 is used instead of the main diesel generator 11.
- the low-output diesel generator 10 can cover the onboard power demand.
- the diesel generator can have low fuel consumption by operating in a high load range.
- the main diesel generator 11 When the onboard power demand is covered by using the main diesel generator 11, if the onboard power demand is lower than the capacity of the main diesel generator 11 (for example, less than half of the capacity), the main diesel generator 11 is in the low load range.
- the fuel efficiency is poor because it will run in.
- a secondary battery 20 is provided to supply power for a short time when a power failure occurs, and to smooth the load of the main diesel generator 11 for the purpose of improving efficiency and simplifying control of the main diesel generator 11.
- the secondary battery 20 has poor charging/discharging efficiency, and simply installing the secondary battery 20 offsets the efficiency improvement of the main diesel generator 11 by the loss during charging/discharging the secondary battery 20. Therefore, the effect of improving fuel efficiency is small.
- the diesel generator 10 that has a smaller output than the main diesel generator 11. As a result, the diesel generator 10 operates in the high load range, and fuel consumption can be suppressed.
- the ORC system 2 and the secondary battery 20 are used in combination to cover the increase in the onboard power demand.
- the capacity of the diesel generator 10 can be reduced, that is, a low-capacity diesel generator can be used, so that the introduction cost can be reduced. it can.
- the rechargeable battery 20 is charged during normal voyage, and the sudden load increase such as the start of the bow thruster at the time of leaving the port is covered by the discharge of the rechargeable battery 20, so that the diesel generator 10 generates graphite especially in the harbor area. Can be prevented.
- the control device 9 does not require complicated control because the output of the diesel generator 10 and the output of the ORC system 2 are constantly controlled.
- the output of the diesel generator 10 can be set to a predetermined value that allows high load operation. The fluctuation of the load is dealt with by charging/discharging the secondary battery 20.
- the diesel generator is always operated, but in the present embodiment, the diesel generator is operated only when it can be operated at a high load factor (a load factor as close to 100% as possible). It is a thing. Since the other points are the same as those in the first embodiment, the same components are designated by the same reference numerals and the description thereof will be omitted.
- FIG. 7 is a graph showing changes in the electric power, the fuel consumption rate, the fuel consumption integrated value, and the secondary battery charge amount when the marine power supply system according to the present embodiment is used.
- Each horizontal axis of FIG. 7 is time
- the vertical axis of FIG. 7A is electric power
- the vertical axis of FIG. 7B is the fuel consumption rate
- the vertical axis of FIG. 7C is the fuel consumption integrated value.
- the vertical axis of 7(d) is the secondary battery charge amount.
- the thick solid line indicates the total electric power, which is equal to the onboard power demand. Further, the dotted line shows the electric power of the diesel generator 10, the one-dot chain line shows the electric power of the main diesel generator 11, the two-dot chain line shows the output of the ORC system 2, and the solid line shows the output (charge/discharge) of the secondary battery 20. In FIG. 7B, the dotted line shows the fuel consumption rate of the diesel generator 10. In FIG. 7C, the solid line indicates the total fuel consumption of the diesel generator 10 and the main diesel generator 11, and the dashed-dotted line indicates the fuel consumption of the main diesel generator 11. In FIG. 7D, the solid line shows the charge amount of the secondary battery 20.
- the inboard power demand indicated by the bold line is required between the time ts and the time te in FIG. 7A.
- the capacity of the diesel generator 10 is 240 kW, and the output of the ORC system 2 is 100 kW.
- the main diesel generator 11 is stopped because the diesel generator 10 operates as the main generator with respect to the onboard power demand, and the output is 0 from time ts to te as shown by the alternate long and short dash line in FIG. 7A. Is.
- the ORC system 2 is operated at a constant output of 100 kW as shown by the chain double-dashed line in FIG. It is assumed that the diesel generator 10 is operated only during a period in which it can be operated at a high load factor (a load factor as close to 100% as possible).
- the secondary battery 20 discharges the power.
- the load factor and start/stop timing of the diesel generator 10 are determined so as to recover the initial value of 100 kWh at the time te when the charge amount of the secondary battery 20 at the time ts is 100 kWh. Further, from the graph of FIG. 7A, the average onboard power demand is 242 kW and the maximum onboard power demand is 820 kW.
- the secondary battery 20 takes a positive value as shown by the solid line in FIG. 7A, which indicates discharging.
- the diesel generator 10 Based on the determined start/stop time, the diesel generator 10 operates at time t3, and the secondary battery 20 switches to charging. In the period after time t3, the diesel generator 10 is operated at a load factor of 80 to 100% according to the onboard power demand. Further, when the total output of the diesel generator 10 and the ORC system 2 exceeds the onboard power demand and surplus occurs, the control device 9 controls so that the secondary battery 20 is charged from the ORC system 2. When the total output of the diesel generator 10 and the ORC system 2 is less than the onboard power demand, the shortage is compensated by discharging the secondary battery 20.
- the diesel generator 10 is operated from the time t3, and its fuel consumption rate is about 213 g/kWh, which is smaller than ⁇ g/kWh ( ⁇ is 220, for example) shown in FIG. 6B. It is kWh.
- the total fuel consumption amount of the diesel generator 10 and the main diesel generator 11 indicates the fuel consumption amount of the diesel generator 10 because only the diesel generator 10 is operating. ..
- the integrated value of fuel consumption of the diesel generator 10 is about 42 kg in the time te.
- the secondary battery 20 is discharged from the time ts to t3, and the charge amount of the secondary battery 20 is reduced from 100 kWh. Since charging is started at time t3, the amount of charge of the secondary battery 20 increases, but when the onboard power demand increases and cannot be covered by the diesel generator 10 and the ORC system 2, the secondary battery 20 is discharged. In this case, the charge amount decreases because the shortage is compensated. At time t4, charging of the secondary battery 20 from the ORC system 2 is started, and at time te, the charge amount is restored to the initial value of 100 kWh.
- the diesel generator 10 when the diesel generator 10 is used as the main generator and the diesel generator 10 is operated only when necessary, the diesel generator 10 is operated at a high load factor that is considered to have a high load factor and good fuel efficiency. Therefore, it is possible to perform fuel-efficient operation, and it is possible to reduce the integrated value of fuel consumption by about 17% as compared with the case where the main diesel generator 11 is used.
- the ship power supply system As described above, the ship power supply system according to the present embodiment, the ship provided with the ship power supply system, the ship power supply system control method, and the ship power supply system control program have the following effects.
- the control device 9 performs control to switch the start/stop of the diesel generator 10 according to the increase/decrease in the power demand on the ship, so that the diesel generator 10 is operated only when the diesel generator 10 is in high load operation. Since 10 is driven, the fuel efficiency of the diesel generator 10 can be suppressed.
- the ORC system 2 and the secondary battery 20 cover the onboard power demand.
- the specific configuration is not limited to the embodiments.
- the main diesel generator 11 is installed and the diesel generator 10 is used as the main generator, but the main diesel generator 11 may not be installed. If the main diesel generator 11 is not installed, one diesel generator 10 is provided according to the onboard power demand so that the load factor of the diesel generator 10 is 60% or more and 90% or less of the average onboard power demand. Or, install multiple units. Regarding the control in this case, the same control as in the case of installing the main diesel generator 11 (the first embodiment and the second embodiment) is performed.
- the diesel generator 10 for generating power, the ORC system 2, the secondary battery 20, and the control device 9 are provided, and the control device 9 includes the diesel generator 10, the ORC system 2, and the secondary device.
- the control device 9 includes the diesel generator 10, the ORC system 2, and the secondary device. 1.
- a marine power supply system 1 that performs control so as to cover an onboard power demand by combining batteries 20, wherein a diesel generator 10 has a load factor of 60% to 90% with respect to an average onboard power demand, and a control device.
- the ORC system 2 and the secondary battery 20 generate electric power, the capacity of the diesel generator 10 can be reduced, that is, a low-capacity diesel generator can be used, thus reducing the introduction cost. be able to.
- the secondary battery 20 when the secondary battery 20 is charged by the ORC system 2, it is not necessary to charge the secondary battery 20 by using the diesel generator 10, so that the fuel cost of the diesel generator 10 can be reduced. ..
- the secondary battery 20 is charged, and a sudden load increase such as a bow thruster start at the time of departure is covered by the discharge of the secondary battery 20. It is possible to prevent graphite generation.
- Marine power supply system 2 ORC system (organic Rankine cycle system) 3 Main engine for propulsion 9 Control device 10 Diesel generator 11 Main diesel generator 20 Secondary battery
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- Supply And Distribution Of Alternating Current (AREA)
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- Control Of Eletrric Generators (AREA)
Abstract
Description
例えば、特許文献1には、パワータービンで発電した電力を蓄電し、船内負荷が増加した場合に蓄電した電力を利用することが開示されている。
また、特許文献2には、船舶に設けられた過給機と同軸上の発電機にて発電した電力を蓄電し、船内負荷が増加した場合に蓄電した電力を利用することが開示されている。
一方、特許文献3には、推進用メインエンジンを冷却したジャケット水と熱交換した有機熱媒体を熱源として発電を行う有機ランキンサイクルシステムが開示されている。
また、特許文献4には、船舶に設けられた過給機と同軸上の発電機にて発電した電力にて船内負荷を賄い、一部を二次電池へ蓄電し、緊急停止時に用いるディーゼル発電設備が発電を開始するまでの間に二次電池から電力を供給することが開示されている。
上記特許文献1、2及び4に開示された発明に対し、上記特許文献3に開示された発明を適用したとしても同様の課題が存在する。
本開示の第一態様に係る舶用電源システムは、発電を行うディーゼル発電機と、有機熱媒体を熱源として発電を行う有機ランキンサイクルシステムと、二次電池と、制御装置と、を備え、前記制御装置は、前記ディーゼル発電機、前記有機ランキンサイクルシステム及び前記二次電池を組み合わせて船内需要電力を賄うように制御を行う舶用電源システムであって、前記ディーゼル発電機は、平均船内需要電力に対して負荷率が60%以上90%以下であり、前記制御装置は、船内需要電力が前記ディーゼル発電機及び前記有機ランキンサイクルシステムの合計出力を超えない場合に余剰分の電力を前記二次電池に充電するように制御を行い、前記船内需要電力が前記ディーゼル発電機及び前記有機ランキンサイクルシステムの合計出力を超える場合に前記二次電池に蓄電された前記電力を放電するように制御を行う。
また、停電発生時の短時間の電力供給や、メインディーゼル発電機の高効率化及び制御の簡易化を目的としたメインディーゼル発電機の負荷の平滑化を行うために二次電池を設けることが考えられる。しかし、二次電池は充放電効率が悪く、単に二次電池を設置しただけではメインディーゼル発電機の効率改善を二次電池の充放電時の損失で相殺されてしまうため、燃費改善の効果が薄い。
〔第1実施形態〕
以下、本開示の第1実施形態について、図1乃至6を用いて説明する。
図1には、メインディーゼル発電機を用いた舶用電源システムの概略構成が示されている。
図1に示されるように、メインディーゼル発電機を用いた舶用電源システム1は、メインディーゼル発電機11a及び11b、ディーゼル発電機10、推進用メインエンジン3、ORCシステム(Organic Rankine Cycle System;有機ランキンサイクルシステム)2、二次電池20を主な構成として備えている。
以下の説明において、各メインディーゼル発電機11を区別する場合は、末尾にaまたはbのいずれかを付し、各メインディーゼル発電機11を区別しない場合は、aまたはbを省略する。
ORCシステム2は、有機熱媒体を熱源として発電を行うシステムである。本実施形態では、推進用メインエンジン3におけるディーゼル燃料の燃焼により発生する熱が伝達されるジャケット冷却水を利用することにより、ジャケット冷却水と有機熱媒体を熱交換し有機熱媒体を熱源として発電を行うシステムであるとする。
図2に示すように、ORCシステム2は、有機流体循環流路2aと、蒸発器2bと、パワータービン2cと、発電機2dと、凝縮器2eと、循環ポンプ2fとを有する。
水よりも沸点の低い有機流体として、イソペンタン、ブタン、プロパン等の低分子炭化水素や、R134a、R245fa等の冷媒を用いることができる。
推進用メインエンジン3は、エンジンシリンダの外側に冷却水の流れる通路であるウォータジャケット(図示略)を有する。推進用メインエンジン3は、冷却水入口から流入する冷却水をウォータジャケットに導いてウォータジャケットの周囲を冷却し、冷却水を冷却水出口から冷却水循環流路6へ排出する。
二次電池20は、リチウムイオン電池、鉛電池、ニッケル水素電池等であり、特に限定されないが、出力密度、エネルギー密度が高いことからリチウムイオン電池が好ましく用いられる。本実施形態の二次電池20の容量は、100kwであるとする。
以下の説明において、二次電池20はORCシステム2から充電を行うとしているが、これに限らず運転状況によっては他の装置からの充電を行うとしてもよい。例えば、ORCシステム2が停止している場合、また排熱が少ない場合は、ディーゼル発電機10等の他の装置からの充電を行うとしてもよい。
制御装置9は、例えば、CPU(Central Processing Unit)、RAM(Random Access Memory)、ROM(Read Only Memory)、及びコンピュータ読み取り可能な記憶媒体等から構成されている。そして、各種機能を実現するための一連の処理は、一例として、プログラムの形式で記憶媒体等に記憶されており、このプログラムをCPUがRAM等に読み出して、情報の加工・演算処理を実行することにより、各種機能が実現される。なお、プログラムは、ROMやその他の記憶媒体に予めインストールしておく形態や、コンピュータ読み取り可能な記憶媒体に記憶された状態で提供される形態、有線又は無線による通信手段を介して配信される形態等が適用されてもよい。コンピュータ読み取り可能な記憶媒体とは、磁気ディスク、光磁気ディスク、CD-ROM、DVD-ROM、半導体メモリ等である。
ここで、メインディーゼル発電機11は、それのみで船内需要電力を賄うために容量の大きいディーゼル発電機とされている。例えば図1の場合、メインディーゼル発電機11は、それぞれ例えば680kWのディーゼル発電機であるとされている。
しかし、船内需要電力の平均である平均船内需要電力に対してメインディーゼル発電機11の容量が大きすぎると、メインディーゼル発電機11は低負荷となる。
従来のシステムに対し図1に示されるようにORCシステム2及び二次電池20を追加で設置すると、ORCシステム2による排熱回収分の電力にて船内需要電力の一部を賄い、また二次電池20によってメインディーゼル発電機11の負荷変動を吸収、すなわち負荷を平滑化することとなる。その結果、メインディーゼル発電機11は常時低負荷での運転が行われることとなる。
図3において、縦軸はディーゼル発電機の燃費、横軸はディーゼル発電機の出力である。ディーゼル発電機の出力が高いほど燃費が減少、すなわち燃費効率が上がるため、緩やかに右下がりとなるグラフが示されている。
図3に示されるように、ディーゼル発電機は、高負荷の場合に燃費効率が良い。特に、負荷率が60%以上90%以下の場合に燃費効率が良いとされる。
よって、メインディーゼル発電機11が低負荷の場合は、燃費効率が悪くなる。
図4の各横軸は時間であり、図4(a)の縦軸は電力、図4(b)の縦軸は燃費率、図4(c)の縦軸は燃料消費量積算値、図4(d)の縦軸は二次電池充電量である。
図4(b)において、点線はメインディーゼル発電機11aの燃費率を示す。
図4(c)において、実線はメインディーゼル発電機11の合計燃料消費量、一点鎖線はメインディーゼル発電機11bの燃料消費量を示す。
図4(d)において、実線は二次電池20の充電量を示す。
メインディーゼル発電機11の容量は680kWであるとし、ORCシステム2はその出力が100kWであるとする。船内需要電力に対し、メインディーゼル発電機11は1台のみ運転とするため、メインディーゼル発電機11bは停止し、図4(a)の一点鎖線で示されるように時間tsからteまで出力は0である。メインディーゼル発電機11a及びORCシステム2は、図4(a)の点線及び二点鎖線で示されるように一定の出力で運転される。図4(a)のグラフから平均船内需要電力は242kW、最大船内需要電力は820kWである。ORCシステム2は100kWの一定出力で運転されるとすると、メインディーゼル発電機11aは平均船内需要電力からORCシステム2の出力を減算した値に余裕値を持たせた148kWの一定の出力で運転されるものとする。
図5に示されるように、本実施形態の構成は、図1に示された構成とほぼ同じであるが、メインディーゼル発電機11に替えてディーゼル発電機10を主発電機として用いる。
図6の各横軸は時間であり、図6(a)の縦軸は電力、図6(b)の縦軸は燃費率、図6(c)の縦軸は燃料消費量積算値、図6(d)の縦軸は二次電池充電量である。
図6(b)において、点線はディーゼル発電機10の燃費率を示す。
図6(c)において、実線はディーゼル発電機10及びメインディーゼル発電機11の合計燃料消費量、一点鎖線はメインディーゼル発電機11の燃料消費量を示す。
図6(d)において、実線は二次電池20の充電量を示す。
ディーゼル発電機10の容量は240kWであるとし、ORCシステム2はその出力が100kWであるとする。船内需要電力に対し、ディーゼル発電機10が主発電機として運転されるため、メインディーゼル発電機11は停止され、図6(a)の一点鎖線で示されるように時間tsからteまで出力は0である。ディーゼル発電機10及びORCシステム2は、図6(a)の点線及び二点鎖線で示されるように一定の出力で運転される。図6(a)のグラフから平均船内需要電力は242kW、最大船内需要電力は820kWである。ORCシステム2は100kWの一定出力で運転されるとすると、制御装置9は、平均船内需要電力からORCシステム2の出力を減算した値に余裕値を持たせた148kWの一定の出力でディーゼル発電機10が運転されるように制御を行うとする。
ORCシステム2のみ設置する場合、または二次電池20のみ設置する場合は、それぞれインバータが各々独立して1つずつ必要である。しかし、本実施形態の場合は、インバータを1つにすることができる。
本実施形態によれば、発電を行うディーゼル発電機10と、有機熱媒体を熱源として発電を行うORCシステム2と、二次電池20と、制御装置9と、を備え、制御装置9は、ディーゼル発電機10、ORCシステム2及び二次電池20を組み合わせて船内需要電力を賄うように制御を行う舶用電源システム1であって、ディーゼル発電機10は、メインディーゼル発電機11よりも出力が小さい発電機であり、制御装置9は、船内需要電力がディーゼル発電機10及びORCシステム2の合計出力を超えない場合に余剰分の電力を二次電池20に充電するように制御を行い、船内需要電力がディーゼル発電機10及びORCシステム2の合計出力を超える場合に二次電池20に蓄電された電力を放電するように制御を行うことから、メインディーゼル発電機11を用いずメインディーゼル発電機11よりも小出力のディーゼル発電機10にて船内需要電力を賄うことができる。
停電発生時の短時間の電力供給や、メインディーゼル発電機11の高効率化及び制御の簡易化を目的としたメインディーゼル発電機11の負荷の平滑化を行うために二次電池20を設けることが考えられるが、二次電池20は充放電効率が悪く、単に二次電池20を設置しただけではメインディーゼル発電機11の効率改善を二次電池20の充放電時の損失で相殺されてしまうため、燃費改善の効果が薄い。
以下、本開示の第2実施形態について、図7を用いて説明する。
上記した第1実施形態では、ディーゼル発電機は常時稼働されるとしたが、本実施形態では、高負荷率(可能な限り100%に近い負荷率)で運転できる場合のみディーゼル発電機を稼働するものである。その他の点については第1実施形態と同様であるので、同様の構成については同一符号を付しその説明は省略する。
図7の各横軸は時間であり、図7(a)の縦軸は電力、図7(b)の縦軸は燃費率、図7(c)の縦軸は燃料消費量積算値、図7(d)の縦軸は二次電池充電量である。
図7(b)において、点線はディーゼル発電機10の燃費率を示す。
図7(c)において、実線はディーゼル発電機10及びメインディーゼル発電機11の合計燃料消費量、一点鎖線はメインディーゼル発電機11の燃料消費量を示す。
図7(d)において、実線は二次電池20の充電量を示す。
ディーゼル発電機10の容量は240kWであるとし、ORCシステム2はその出力が100kWであるとする。船内需要電力に対し、ディーゼル発電機10が主発電機として運転されるため、メインディーゼル発電機11は停止され、図7(a)の一点鎖線で示されるように時間tsからteまで出力は0である。またORCシステム2は、図7(a)の二点鎖線で示されるように一定の出力100kWで運転される。ディーゼル発電機10は、高負荷率(可能な限り100%に近い負荷率)で運転できる期間のみ運転されるものとする。よって、船内需要電力に対しORCシステム2の出力のみでは不足する場合は、二次電池20の放電により電力を賄う。ディーゼル発電機10の負荷率及び発停時期については、時間tsでの二次電池20の充電量が100kWhである場合に、時間teで初期値100kWhに回復するように決定される。また、図7(a)のグラフから平均船内需要電力は242kW、最大船内需要電力は820kWである。
本実施形態によれば、制御装置9は、船内需要電力の増減に応じてディーゼル発電機10の発停を切り替える制御を行うことから、ディーゼル発電機10が高負荷運転となる場合のみディーゼル発電機10を運転するため、ディーゼル発電機10の燃費を抑えることができる。ディーゼル発電機10が停止している場合は、ORCシステム2及び二次電池20にて船内需要電力を賄う。
メインディーゼル発電機11を設置しない場合は、平均船内需要電力に対してディーゼル発電機10の負荷率が60%以上90%以下となるようにディーゼル発電機10を船内需要電力量に応じて1台または複数台設置するものとする。この場合の制御については、メインディーゼル発電機11を設置する場合(第1実施形態及び第2実施形態)と同様の制御が行われる。
2 ORCシステム(有機ランキンサイクルシステム)
3 推進用メインエンジン
9 制御装置
10 ディーゼル発電機
11 メインディーゼル発電機
20 二次電池
Claims (7)
- 発電を行うディーゼル発電機と、有機熱媒体を熱源として発電を行う有機ランキンサイクルシステムと、二次電池と、制御装置と、を備え、
前記制御装置は、前記ディーゼル発電機、前記有機ランキンサイクルシステム及び前記二次電池を組み合わせて船内需要電力を賄うように制御を行う舶用電源システムであって、
前記ディーゼル発電機は、平均船内需要電力に対して負荷率が60%以上90%以下であり、
前記制御装置は、船内需要電力が前記ディーゼル発電機及び前記有機ランキンサイクルシステムの合計出力を超えない場合に余剰分の電力を前記二次電池に充電するように制御を行い、前記船内需要電力が前記ディーゼル発電機及び前記有機ランキンサイクルシステムの合計出力を超える場合に前記二次電池に蓄電された前記電力を放電するように制御を行う舶用電源システム。 - 発電を行うディーゼル発電機と、有機熱媒体を熱源として発電を行う有機ランキンサイクルシステムと、二次電池と、制御装置と、を備え、
前記制御装置は、前記ディーゼル発電機、前記有機ランキンサイクルシステム及び前記二次電池を組み合わせて船内需要電力を賄うように制御を行う舶用電源システムであって、
前記ディーゼル発電機は、メインディーゼル発電機よりも出力が小さい発電機であり、
前記制御装置は、船内需要電力が前記ディーゼル発電機及び前記有機ランキンサイクルシステムの合計出力を超えない場合に余剰分の電力を前記二次電池に充電するように制御を行い、前記船内需要電力が前記ディーゼル発電機及び前記有機ランキンサイクルシステムの合計出力を超える場合に前記二次電池に蓄電された前記電力を放電するように制御を行う舶用電源システム。 - 前記制御装置は、前記ディーゼル発電機及び前記有機ランキンサイクルシステムの出力を一定に制御する請求項2に記載の舶用電源システム。
- 前記制御装置は、船内需要電力の増減に応じて前記ディーゼル発電機の発停を切り替える制御を行う請求項2に記載の舶用電源システム。
- 請求項1から請求項4のいずれかに記載の舶用電源システムを備えた船舶。
- ディーゼル発電機、有機ランキンサイクルシステム及び二次電池を組み合わせて船内需要電力を賄うように制御を行う舶用電源システムの制御方法であって、
平均船内需要電力に対してディーゼル発電機の負荷率が60%以上90%以下となるように制御する工程と、
船内需要電力が前記ディーゼル発電機及び前記有機ランキンサイクルシステムの合計出力を超えない場合に、余剰分の電力を二次電池に充電するように制御する工程と、
前記船内需要電力が前記ディーゼル発電機及び前記有機ランキンサイクルシステムの前記合計出力を超える場合に、前記二次電池に蓄電された前記電力を放電するように制御する工程と、
を有する舶用電源システムの制御方法。 - ディーゼル発電機、有機ランキンサイクルシステム及び二次電池を組み合わせて船内需要電力を賄うように制御を行う舶用電源システムの制御プログラムであって、
平均船内需要電力に対してディーゼル発電機の負荷率が60%以上90%以下となるように制御するステップと、
船内需要電力が前記ディーゼル発電機及び前記有機ランキンサイクルシステムの合計出力を超えない場合に、余剰分の電力を二次電池に充電するように制御するステップと、
前記船内需要電力が前記ディーゼル発電機及び前記有機ランキンサイクルシステムの前記合計出力を超える場合に、前記二次電池に蓄電された前記電力を放電するように制御するステップと、
を有する舶用電源システムの制御プログラム。
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EP19908903.8A EP3892531A4 (en) | 2019-01-10 | 2019-01-10 | Marine power supply system, vessel equipped with same, marine power supply system control method, and marine power supply system control program |
CN201980088511.4A CN113286741B (zh) | 2019-01-10 | 2019-01-10 | 船舶用电源***、具备该船舶用电源***的船舶、船舶用电源***的控制方法以及记录介质 |
KR1020217021314A KR102571302B1 (ko) | 2019-01-10 | 2019-01-10 | 선박용 전원 시스템, 이것을 구비한 선박, 선박용 전원 시스템의 제어 방법 및 선박용 전원 시스템의 제어 프로그램 |
PCT/JP2019/000456 WO2020144792A1 (ja) | 2019-01-10 | 2019-01-10 | 舶用電源システム、これを備えた船舶、及び舶用電源システムの制御方法並びに舶用電源システムの制御プログラム |
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